Railway-car end construction.



J. J. COOPER.

RAILWAY GAR END CONSTRUCTION.

APPLICATION FILED JAN.14, 191s.

Patented Sept. 9, 1913.

2 SHEETS-SHEET 1.

1&72431.

J. J. COOPER.

RAILWAY OAR END CONSTRUCTION.

APPLICATION FILED JAN. 14, 1013.

1,072,431 Patented Sept. 9, 1913.

2 BHEET8-BHEET 2.

UNITED STAT 1 OFFICE JAMES J. COOPER, OF ST. LOUIS, MISSOURI. ASSIGNOR T0 AMERICAN CAR AND FOUN- DRY COMPANY, OF ST. LOUIS, MISSOURI, A CORPORATION OF NEW JERSEY.

RAILWAY-CAR END CONSTRUCTION.

To all whom it may concern:

Specification of Letters Patent.

Application filed January 14, 1913.

city of St. Louis, State of Missouri. have invented a certain new and usetul Improvement in Railway-Car Endconstruction, of

which the following is afull, clear. and exact description, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, forming part of this specification. in which-- construction, all stresses or Figure l is an elevational view of a car end of my improved construction. Fig. '2

f of the car body frame. vertical section taken approximately on the is a plan view of the car end. Fig. 3 is a line 3-3 of Fig. 1. Fig. 4 is a horizontal section taken approximately on the line l--.l: of Fig. 1. Fig. 5 is an elcvational view of a modified form of my im n-oved car end.

Fig. 6 is a plan view of the modified form of the car end. view of a modified construction wherein the main sections of which the car end is composed are divided on a central vertical line.

My invention relates generally to railway car end construction, and more particiilarl) plate.

The principal object of my invention is to construct a car end wall from a plurality of pieces of material. preferably sheetmetal,

Fig. 7 is a detail sectional 1 Patented Sept. 9, 1913. Serial No. 741,998.

larly the end walls or,plates, are subjected to severe stresses and strains due to the sudden starting and stopping of the cars and l the consequent vibration and also by reason of the shifting of the load or contents of the cars while the latter are in transit.

I propose to construct a car end wall or plate from sections of sheet metal. the same being provided with pressed ribs or corru gations. arranged so as to greatly strengthen and stitlen the plate and by virtue of such strains imparted to the end wall or plate while in service will be transmitted to the end sill and plates three sections, 1. 2 and 3. the lower or base l ection 1 and the upper or top section 2 bcmg alike in size and construction. and for this reason. these two main sections can be formed with the same die or press. These i sections are preferably formed of approxito the construction ot the car end wall or each section or piece being reinforced and g stiti'ened bv means of ribs or corrugations, thus providing a simple, inexpensive construction which can be readily utilized in connection with an ordinary car underframc and superstructure and which end wall or plate will be effective in resisting all stresses and strains resulting from shifting loads, ordinary service shocks and vibrations or collisions.

A further object of my invention is to construct a car end wall or plate from a series of sections, two of which are duplicates, thus making it possible to utilize comparatively small sections of sheet metal in the.

formation of the completed end wall or plate and to reduce to a minimum the waste of material utilized in the construction of the car ends.

In railway cars, and particularly those designed for and used in freight service, the end portions of the car bodies, and particumatcl r rectangular pieces of sheet metal with their edges bent at right angles to the plane occupied by the main body portions of said sections. thereby forming marginal flanges 4 whereby the eiid'wall or plate may be attached to the car body frame. Each j of the main sections 1 and 2 is provided with a series of vertically disposed ribs or corrugations 5, the same being preferably arranged at equal distances apart. These ribs or corrugations are preferably deepest at their centers and gradually decrease in depth toward their ends.

Arranged between the ribs or corrugations 5 are diagonally disposed ribs or corrugations 6 which are preferably deepest at their central portions and gradually decrease in depth toward their ends. The diagonally disposed ribs or corrugations 6 on one side of the completed end wall or plate are inclined in a direction opposite to that oi the corresponding ribs on the opposite side of the end wall or plate.

The upper edge of each of the main sections is anti-clinal, that is. it slopes gradually upward from the sides to the center, and thus when the end Wall or plate is comcomparatively narrow section of material and formed therein is a longitudinally extending stiflening rib or corrugation which is deepest at its central portion and gradually decreases in depth toward its ends. The lower edge of this intermediate section is anti-clinal or formed so as to fit the corresponding upper edge of the lower section 1 and the upper and lower edges of said intermediate section are bent rearwardly at right angles to the plane occupied by the main body portion oi said intermediate section, thereby forming flanges 8 which are secured to corresponding flanges on the lower edge of the upper section 2 and the upper edge of the lower section 1, by means of rivets or like fastening devices. The ends of the intermediate section 3 are bent rearwardly at right angles to form marginal flanges corresponding wlth the flanges on the sides of the sections 1 and 2.

In the modified construction illustrated in Figs. 5 and 6, the end portions of the sections 1, 2 and 3 are provided with vertically disposed ribs or corrugations 9 which materially stiflen and reinforce the sides of the completed end wall or plate, and said ribs or corrugations perform the function of auxiliary corner posts when the end wall or plate is positioned on the car body.

In Fig. 7, I have shown a detail sectional view of the central portion of one of the main sections of anend wall or plate, and in this construction, each main sectlon is made in two parts divided on a central vertical line, and the meeting edges of said two parts are bent rearwardly and secured to each other by means of rivets or like fastening-devices. I a

In my improved construction of car end wall or plate, the central portion thereof is materially stiflened andreinforced by ithe intermediate section 3 provided with a rib or corrugation 7, and also by reasonof the formation of the flanges 8 onthe upper and lower edges ofsaid intermediate section,

which flanges are attached to the corresponding edges of the upper and lower main sections. Such remforcement, combined with the reinforcement obtained by the formation of the ribs or corrugations 5 and 6,

stiflens the end. wallor. plate to a maximum degree and said plate will beeflective in resisting all internally or externally applied shocks or blows and all service strains and vibrations.

By forming the end wall or plate in sections, a considerable saving is eflected in the initial cost of construction of the car ends and also in the cost of repairs thereto, and ywhere comparatively small sections are utilized in the construction of the completed meager end, said sections can be much more easily handled by the workmen during the formation of the ribs or corrugations than where a single large piece is used to form the end wall or plate.

lit will'be readily understood that minor changes in the size, form and constructlon oi the various parts of my improved car end can be made and substituted for those herein shown and described without departing from the spirit of my invention, the scope of which is set forth in the appended claims.

ll claim:

1. A- car end composed of a plurality of sections of corrugated sheet metal, two of .which sections are duplicates, and a third intermediate section forming a connection between the duplicate sections the lower edge of which intermediate section is formed so as to conform to the upper edge of the lower section.

2. A car end composed of a plurality of horizontally disposed panels or sections of sheet metal, each of which is provided with a stiffening rib or corrugation, two of which sections are duplicates, and a third section arranged between and connecting the duplicate sections the upper and lower edges of which intermediate section is formed so as to conform to the corresponding edges of the upper and lower sections.

3. A car end comprising a lower section and an upper section which are duplicates, an intermediate section connecting said duplicate sections, and each of said sections being provided with a stiflening rib or corrugation.

4. A car end composed of a sections of sheet metal, two 0 which are duplicates, and substantially wider than the third section, the division lines between said sections being horizontally disposed and all of said sections being stiflened and reinforced by ribs or corrugations pressed in the sheet metal.

5. A car end comprising a lower section, an upper section, an intermediate section, the meeting edges of which sections are bent at right angles to the plane occupied by the main body portions of said sections and attached to each other, and which sections are stiflened and reinforced by ribs or corrugations pressed in the material of which said sections are formed.

6. A car end comprising a corrugated lower section, a corrugated upper section, which sections are duplicates,and a corrugated intermediate section, the meeting edges of which sections are bent at right angles to the plane occupied by the car end and attached to each other.

7. A car end composed of a plurality of sections of sheet metal, the upper and lower ones of which sections are duplicates and provided with substantially upright-stifienplurality of I ing ribs or corrugations, an intermediate section connecting said upper and lower sections, and which intermediate section is provided with a horizontally disposed stiffening rib or corrugation.

8. A car end composed of a plurality of sections of corrugated sheet metal, two of which are duplicates and are provided with anti-clinal upper edges and a, third section forming a connection between the duplicate sections.

9. A car end composed of a plurality of sections of corrugated sheet metal, two of which are duplicates and are provided with anti-clinalupper edges and a third section forming a connection between the duplicate sections, which third section is provided with an anti-clinal lower edge adapted to coincide with and conform to the upper edge of either one of the duplicate sections.

10. A car end composed of a plurality of sections of corrugated sheet metal, the lines ofseparation between which sections are horizontally disposed, and the lower edge of the intermediate section being shaped to conform to the upper edge of either one of the other sections. g

11. A car end com osed of a plurality of sections of sheet meta each of which is provided with a stiffening rib or corrugation, the upper and lower sections being duplicates, and the lower edge of the intermediate section being shaped so as to conform to the upper edge of either of the duplicate sections.

12. A car end comprisin a pair of comparatively wide upper an which are duplicates, and a comparatively narrow intermediate section, the lower edge of which latter is shaped so as to conform to the upper edge of either of the duplicate sections.

13. A car end composed of a pair of comparatively wide duplicate sections of corru-- gated sheet metal, and acomparatively narrow intermediate section of sheet metal provided with a stiffening rib or corrugation, the lower edge of which intermediate section is shaped to conform to the upper edge of either of the duplicate sections.

14. A car end composed of a plurality of sections of corrugated sheet metal, the lines of separation between which sections are horizontally disposed and the meeting edges of which sections of sheet metal are bent laterally substantially at right angles to the plane occupied by the car end, and fastening means seated in said laterally bent edges.

In testimony whereof I hereunto afiix my signature in the presence of two witnesses, this eighth day of January, 1913.

RoBnR'r J. SoHEInn, Jr., JOHN B. HERMAN, Jr..

lower sections 

